Governor



May 25, 17937. w. E. Ll-:xBlNG Er AL GOVERNOR Filed Aug.2, 1934 2 Sheets-Sheet 1 www i if W 6 7 wel. w 9 qd/@ w j, y 5 my Y 9 ma m A R W M 9 2 May 25, 1937. w.v E. LExBlN ET AL 2,081,825

GOVERNOR Filed Aug. 2, 1934 2 .Sheets-Sheet 2 Y gmc/whom Wi//iam E. Lew/ny Sum/ws Patched May' 2s, 1937 UNITED STATES APATE-:NTV OFFICE Fageol, Automotive Devices,

Oakland, Calif., assignors-to Leibing Incorporated, San Francisco, Calif., a corporation of Nevada Application August 2,

' 8 Claims.

This invention relates to methods and apparatus for governing the rates of ud now through a conduit, and more particularly, to methods and apparatus for use in association with the intake manifold of a combustion engine for the purpose of automatically preventing the latter from operating above a ,predetermined maximum speed. 4

More specifically, the present invention relates to fluid flow governing in response to fluid velocities, aided When desired by pressure dilferentials; and the preferred embodiment is of the throttle valve type inserted in a conduit conducting the iiuid flow tovbe governed.

While governing devices-of various types have been hitherto employed, it has been found that such devices are characterized by a number of disadvantages, among them being a marked tendency to flutter and cause rapid variations in the rate of fuel ow to the engine. Further, they do not respond properly to slight variations in flow and` operate over too great a range of speed near the maximum permissible flow. For example, on an engine governed at 1800 R. P. M., it has been found that some governors will commence to flutter and cause a loss of power at 1600 R. P. M. or less so that the engine with which lthe governor is associated operates sluggishly and inefilciently when approaching its governed speed.

It has also been found in some existing types of governors that the valve or other obstructing means employed offers too much resistance to fluid flow, and sets up eddy currents which are not onlyV detrimental to the free'ow of the iiuid but also to the fuel mixture itself in that condensation of the atomized fuel therein occurs. In such cases, it has been found that an engine of one hundred horse power rating may develop as little as seventy-five horse power below the governed maximum speed.

In most prior governor constructions, delicate springs, intricate cams, vacuum pistons and other equipment tending toward complexity of design with the resulting maintenance problems and hence relatively high costs, have been employed.

' Bearings have also been provided open to both vacuum and atmosphere and accordingly have been difficult to maintain in properly lubricated condition and aresubject to accumulations oi' dust and. grit. 'These problems have been found to seriously interfere with governor operation in that smooth valve oscillation and the sensitivity of the governor has been impaired.

Since a substantial amount of room has hltber- 19st,v seralfNe.l 738,114 (ci. ira-s) to been required for the insertion of a governor between the carburetor and manifold flanges where it isv ordinarily employed, serious installaf tion problems have hitherto arisenwhen existing complex and sizeable governors are installed, 6 especially Where other attachments, such as degassers, are desirable also in asimilar location.

In overcoming the above defects and disadvantages which have proven characteristic oi." prior governors, it is a major object of ourinvenl0 tion to provide a huid ow governor which is essentially compact and simple, requires but little space and lsubstantially no maintenance care; which is highly sensitive without fluttering; which acts quickly in all directions at the set l5 maximum position and at that time produces a large change in flow area upon relatively slight valve movement, and which develops no fluid traps or eddy currents, thereby minimizing ilow resistance when the valve is near its closed posi- 20 tion, which embodies a throttle valve so designed as to substantially oat smoothly in a fluid stream without resistance to flow when it is at or near its open position; which embodies novel means in association' therewith for the prevention of so-called throttle cheat, andwhich ls characterized by novel selective adjustment means to insure desirable sensitive valve .action without objectionable fluttering in response to velocities of iiuid flow at points for which itis not set to operate.

A further major object of this invention is to provide an improved throttle valve structure, especially designed for governing fluid flow through a conduit, but also suitable for use as a. controlling or accelerating throttle valve. In this connec on, it is an object ot the present invention to provide an improved method for l throttling the fuel supplied to a combustion engine. 4

A further object of the present invention is to associate a now governing valve with the flow regulating (throttle) valve of the combustion engine so that the action of the former is in great part benefited by the position of the latter.

A further object of this invention is to provide a method of governing uid flow in lresponse to both velocity and pressure differentials, particularly to avoid the possibility of throttle cheat; and to provide a-governor suitable for carrying 50 out the method. I

Still a further object oi'l this invention is to provide a governor having novel adjustment;

' means associated therewith, in combination with controlling means. reacting against changes in .55

velocity of fluid flow in a conduit conducting the flow to be governed, wherein the governor can be substantially adjusted and set at the time of manufacture at the factory and substantially any range of speeds of a motor governed by a relatively simple adjustment after installation of the governor.

A further object pf this invention is to provide a governor having novel means associated therewith for reacting against the variations in iluid flow to be governed whereby the desired governing action is obtained in the absence of fluttering and undesired operation at velocities of fluid 4flow other than that for which the governor is set.

Still another object of our invention is the provision of novel means in combination with resilient means empl yed in a governor whereby the correct positionin of the resilient means u nder all conditions of governor operation, and substantially throughout the life of the governor is insured.

A' further object of this invention is the provision of novel means in association with a gov- Aernor for the elimination of so-called throttle cheat, such means being preferably distinct and separate from the governor whereby failingv of the throttle cheat means will not affect the operation of the governor, such means being easily lseparated and removed from the governor assembly to facilitate cleaning and replacement.

A further object of this invention is the provision of novel means in association with a governor for the elimination of so-called throttle cheat, the means being arranged to be inoperative with reference to the governor except under conditions it is intended to operate, whereby under all other conditions the governor may operate in normal manner, and the sensitivity thereof is not reduced by reason of throttle cheat preventing means secured thereto.

Still a further object of the present invention is the provision of a governor of novel construction whereby an opening of relatively wide area is provided on relatively' slight movement of the governing blade from closed position, whereby full fluid flow to the conduit, as is desirable under accelerating conditions, may be obtained.

Additional objects, many of a subordinate or more speciilc nature, will appear from a study of the following detailed description and the claims appended thereto when taken in connection with the accompanying drawings wherein:

Figure l is a plan view of a preferred form-of governor embodying the principles of the present invention.

Figure 2 is a section taken on the line- 2--2 of Figure l, wherein the governor is shpwn in association with a portion of the carburetor and an engine manifold.

Figure 3 is a side elevational view taken partly in section with the cover removed from the governor adjusting mechanism to more clearly illustrate the construction and manner of operation thereof.

Figure 4 is a section taken on the line 4-4 of Figure l illustrating the manner of support of the oscillating portion of the governor mechanism.

Figure 5 is a section similar to that shown in Figure 2 with the exception that the throttle cheat mechanism is not shown and the governor valve is shown in half open position.

Figure 6 is an enlarged view illustrating the manner of securing the springs and the fasten- Y ing vmeans therefor preferably employedv in connection with the governor of the present invention, and

Figure 7 is an enlarged view of a modified form of construction embodying a knife edge spring connection.

With continued reference to the drawings, wherein like characters are employed to designate like parts, reference numeral II designates an apertured flange of a throttle passageway I2 of a carburetor. Flange II is designed for attachment to a flange I3 of an intake manifold I4 but is shown separated therefrom to provide a space for the reception of a flow governor generally indicated at G. If desired a degassing device (not shown) may also be inserted between intake manifold I4 and passageway I2 of the carburetor such as is described in copending application S. N. 568,844, filed October 14, 1931.

The governor G has a cylindrical bore I5 provided therein and aligned with a carburetor passageway I2 and manifold passageway I4, bore I5 being formed within a block I6. Block I6 is generally similar in shape in cross section to flanges iI and I3 of the carburetor and intake manifold, respectively, and cooperates therewith to form vertical bores I'I for the reception of assembly bolts (not shown) which serve to rigidly secure the governor in its desired position. It is preferred that bores II be made slightly larger than the corresponding bores in the adjacent flanges so as to |provide for ready connection of the governor to flanges of varying size. Gaskets may be provided between the contacting flanges to insure against leakage from the conduits if desired. It will be noted that the governor -block is of thin wafer like formation and hence occupies but little vertical space. Moreover, it will be noted that all mechanism associated therewith as will be hereafter described is enclosed within planes passing through the flanges of governor block I6.

The carburetor outlet in passageway I2 contains a conventional' throttle valve I8 designed to A substantially T-shaped member, comprising a. pair of legs I9 interconnected by a relatively straight fiat bridge member 2|, is incorporated in the governor block in slots 22 in such amanner that bridge 2| extends horizontally across bore I5 with the side surfaces thereof in vertical planes. Bridge 2I thus does not offer any resistance to fluid flow. Legs I9 likewise have their surfaces in vertical planes and are so located as to position bridge 2|' slightlyoisetfrom the axis of bore I5 for a purpose to be later described. It will be noted that diametrically opposite sides 23 and 24 of bore- I5 adiacentslots 22 and extending upwardly throughout the length of the bore are formed as slightly flat sides leading into notches 25'and 26respecti'vely, which bound a vcurved uninterrupted smooth surface 2l of bore throttle valve comprising a power vane 23 and a stabilizing vane 23 mounted for unitary oscillation about a horizontal axis that is oiset in the same plane as that of bridge 2|. Vanes 23 and 23 have short oil-set pivoting arms 3| and 32, respectively, which impart to them a U-shape when viewed edgewise as in Figure 1. Arms 3| are spaced for disposition closely adjacent flat portions 23 and 24 of bore I5 and arms 32 are spaced to fit just within arms 3|. A pair of screws 33 are employed to securely fasten the pairs of engaged arms at a desired fixed angle relative to one another, upon the enlarged portions 34 of a pair of rotatable supporting shafts 36 and 36. Shafts 35 and 38 are provided with conical portions 31 and 33 respectively which engage bearings 39, in turn held in place by bearing cones 42 and 43 in such manner that both lateral and axial thrusts are taken by the bearings, and the pivoted governor valve is free to oscillate during its operation. Bearing cones 42 and 43 are adjustably secured in tapped apertures 42' and 43' in blocks i6, respectively, and the outer ends of bearing cones 42 and 43 are preferably formed with screw-driver slots or like means to provide convenient means of adjustment of play in bearings 35 and 36. Set screws 44 are preferably provided in bores 45 to lock the cones in their adjusted positions. It will be noted that by reason of the specific shape of the cones where pockets of considerable depth are provided for the surfaces contacting the bearings, dirt, grit and other undesirable matter is prevented from collecting within the cones and if taken in around thethreaded cones will immediately pass off into the uid rather than retreat to the bearings and their cones.

Shaft 35i is provided with a portion 48 of reduced cross section which extends through an aperture in bearing cone 42 and has an inertia member kil pinned, pressed, threaded or otherwise secured thereto for rotation therewith. Preferably a locking member fil' is employed which is suitably fastened to the outer end of shaft d6.

Inertia member All is housed within a housing til secured to and preferably formed integral with blocls iii at one side thereof, housing 3 being preferably provided with a cover plate t8 to prevent the entrance of dirt or grit to the mechanisxn contained therein. Inertia member tl' is slotted as shown at iii and a pin h2 passed through the opposing walls thereof of the slot thus formed. An eyed and threaded member 52' is secured to pin iii and in turn has secured thereto one end of a spring 53 which at its opposits end is secured to a second threaded and eyed member ed. Member tilt is engaged by a pin 5&3 mounted in a slotted portion ed of an adjustment block til mounted to reciprocate in guides t5@ and d@ preferably formed integral with housing 6i?. Eloois El is formed with a tapped bore iii in which is threaded. an adjusting. screw t?! having an enlarged head t3 thereon. It will be noted that head dit is provided on its underside with a serrated formation iid whereby head @t is maintained in any desired position by reason of the serrations te engaging the adjacent portion of housing t8. Thus block 51 may be positioned at any desired point in guides 53 and 59. A cap et is preferably provided for open portion t6 ofhousing @it in which head G3 of screw 52 operates in order that suitable sealing means may be employed and unauthorized adjustment of screw 62 prevented. It is preferable that screw 62 be provided with a head of a special design such as to require the use of aspecial key or tool in the hands ofauthorized persons only for adjustment.

On the opposite end of housing 43, a projecting portion 61 is formed which is tapped to receive a threaded member 8B. Threaded member 34 is preferably formed with screw-driver slots or the like at the outer end thereof to facilitate adjustment and to enable it to be locked in plac by a pin 88 passing through a slot, and through holes provided in the adjacent portion of housing 48. Member 68 at its inner end-has a threaded projection 1| thereon tosecure a resilient member or spring l2. Opposite member 12 in inertia member 4l is a recess |3` formed with a button or projecting portion i4 therein to center spring l2 .when engaged in recess 13.

In connection with springs 53 and 12, attention is directed to Figures 6 and 7, wherein a special spring fastening means is disclosed. AIn Figure 6,

spring engaging members 52v and 54 are illustrated on a relatively large scale. It will be noted that each eyed and threaded member involves an eye, the shape of which may vary, and athreaded portion l5 which is preferably standardl throughout. The threads on portion 15 are not formed of a pitch equal to the pitch of the coils of the springs employed, but are preferably formed of a pitch calculated to be greater than at the end of the threaded portion and wear the thre until it is no ionger possible to keep the springs secured thereto. The present arrangement has also been found to prevent cutting or undesirable wear oi' the springs at their point of contact with the threads. Further, by the formation of the walls of the thread in a manner whereby pockets are formed for the spring coils.

a maximum resistance is presented to the escape of the wire therefrom. It has been found preferle in the threading and unthreading of springs from said types of fastenings to leave portions of the ends of the springs available as shown at il. it has also been found preferable in cases where an undue amount of friction has resulted from the employment of pins such as illustrated at i and 55 to employ pins of the type shown at 'it in Figure 7 wherein a hnife edge lli is provided at the point in contact with an eyed and threaded member such as di and any resulting friction is accordingly kept to a minimum.

'lne tension of spring tit normally urges inertia member il to a position such as shown in Figure 3, which corresponds to the wide open valve position 'shown in Figure 2. In this position. the throttle valve is yieldingly held in engagement with a spacing or stop element 8 i preferably integrally secured to bridge 2i and arranged to position vane 2t in a substantially vertical position. In this position, pin 52 is in the end of the slot provided in member 52 and is preferably slightly offset from a horizontal plane through the shaft d6. By reason of this offset, it will be noted that rol when inertia member 41 rotates in a counterclockwise direction in Figure 3 in response to closing movement of the governor valve, the resistance to movement of the valve will uniformly increase due to increasing length of the effective crank arm between pin 52 and shaft 48 as well as due to the continued stretching of spring 53.

Spring 12 does'not engage inertia. member 41 until the governor approaches a closed position and is employed primarily to insure a smooth, easy governing action and to prevent fluttering at points approximating closed position. It will be noted that spring 12 is not of the same pitch throughout, but is provided with a portion 82 of relatively fine pitch engaging recess 13 in inertia member 41 and a portion 83 of relatively coarse pitch immediately adjacent thereto and next to the threaded projection 1 I.

In adjusting the portion of the governor so far described, spring 12 may be adjusted by threaded member 8 8 and requires Nadjustment only for the characteristic of the governor which is determined by simple tests conducted at the factory at the time of manufacture. Adjustment of `vspring 12 bears substantially no relation to the as an insurance against unauthorized adjustment.

With further reference tothe structure of the governing throttling valve, power vane 28 is given an approximately cylindrical curvature between pivot arms 3| so as to form a scoop for the fuel current to which it is subjected. In addition, it preferably has greater effective exposed area than has stabilizing vane 29 and is disposed at a greater distance from the pivotal axis than is the latter. whereby the closing torque developed by the power vane is much greater and more eective than that developed by the vane 29 in resistance tothe closing movement of the valve.

' open position, adjacent a stop 8| on bridge 2| '(as shown in Figures l and 2), its 'plane 'is subs tantialiy 'parallel to the axis of the conduit whereby it offers substantially no resistance to luid flow. Vanes 28 and 29 are not parallel, traue 28 being preferably set at a slight angle preferably about 15 relative to vane 28 and opening toward the carburetor so that, in the fully opened valve position, this vane will produce a `rotative component. This angle is preferably acurately maintained by the interlocking faces of egs 32 of vane 29, the faces abutting vane 28 in a manner whereby they may not be altered by the act of assembling screws 33.

Vane 23 must of course face the carburetor as shown in the illustrated embodiment, and functions best when disposed on side of the conduit toward which main throttle valve I8 concentrates the fluid flow as shown in Figure 2.

To avoid throttle cheat or to insure closing of the valve under throttle conditions where the vacuum is relatively high and the velocity of a degree so low that it will not close the governor valve, a bore 9| is provided in block I9 and formed witha tapped portion 92 at its outer end. A

Vane 29 is preferably flat, and in its normal sleeve 93 having a threaded portion 94 thereon is arranged to be screwed into bore 9| with portions 92 and 94 entering into threaded engagement. Sleeve 93 is preferably formed integral with a housing member 95 having an open end 98 closed by screw 91 threaded therein and having a projection 98 on the inner end thereof. The interior of housing 95 is formed as a cylinder 99 with a piston IOI operating therein, preferably formed with dirt grooves |02. Cylinder IOI is positioned to react against one end of reciprocatory plunger |03 extending through sleeve 99. Plunger |03 has a head |04 disposed thereon, arranged to engage a lug |05 formed on vane 29. Plunger |03 is preferably of a size to permit an equilibrium of pressures to be maintained between bore I5 and the space immediately in rear of head |04 at all times so that the pressures in bore I5 can be communicated by means of an aperture |08, bore |01, and a second aperture |08 to cylinder 99. A passage |09 is formed in the right end of cylinder 99 communicating with an air filter medium III whereby air under atmospheric pressures may pass into the chamber defined by projection 98 and the right end of piston IOI. Filter III may comprise a series of layers of screen material ||5 or screen material combined with brous material. Plunger |03 is preferably provided with a spring I I2 suitably pinned thereon as by pin I|4 to insure the return of piston |0I to a position at the right end of cylinder 99 upon the establishment of a sufficiently high pressure in bore |5. A spring ||3 is provided in conjunction with housing 95 to maintain it in fixed position relative to block I9.

` As previously stated, at times in the operation of the engine to which the governor of this invention may be connected, the conditions may be such that a relatively low vacuum exists in bore I5 and the velocity is of such a low degree as vnot to effect closing of the governor valve. In such a case, it is then possible by proper manipulation of throttle valve I8 to gradually build up the supply of fuel to the engine without disturbing the position of the governor valve and obtain speeds far in excess of those for which the governor is set to operate. This is known as throttle cheat. Prior constructions, in attempting to overcome such a condition have usually been built in as a part of the governor and have been attached to the governing blade. 'I'his has been found highly disadvantageous since if the device employed to prevent throttle cheat fails, the entire governor becomes inoperative. Furthermore the operation of the governor under other than throttle cheat conditions is hampered and the sensitivity thereof is reduced. In the present device when the vacuum in bore I5 attains a predetermined value, the vacuum is communicated past head |04 through aperture |08, bore |01, aperture |08 to the interior of cylinder 99 where the vacuum becomes effective on the left side of piston |0|. Since the pressure on the opposite side of piston |0| due to aperture |09 is substantially atmospheric, piston IOI forces plunger |03 against the action of spring I I2 to contact plunger head |04 with projection |05 on vane 29 and effects closing of the governor valve or urges the valve toward closed position, thereby preventing the engine from going above a maximum speed. By proper positioning of housing 95 with reference to block I9 and the proper selection of` spring II2,'it has been found possible to set the throttle cheat mechanism for operation at any predetermined vacuum within bore i5 and thus avoid throttle cheat under any conditions, the mechanism being inoperative with respect to the governor at all pressures above said predetermined vacuum.

Assuming that the governor of this invention has been installed on a motor vehicle and properly adjusted, by means of screw 62, to prevent the engine from exceeding a speed corresponding to, for instance, thirty-live miles per hour, the operation is as follows:

As the engine idles the resulting vacuum in bore I5 is high and therefore piston lill holds governor in the closed position. A gradual opening of the carburetor throttle v-slightly raises the pressures between carburetor throttle and governor throttle and as it will be noted that piston lill reached, at which point the governor blade will be in equilibrium with the in-going fluid and the carburetor throttle may then be fully opened w'lthout further movement oi' the governor throttle.

The above is true of gradual openings only and represents the functions of the throttle cheat assembly. If, however, the engine is idling and therefore the throttle cheat assembly is holding the governor throttle closed and the carburetor throttle is suddenly fully opened, such immediate full opening restores atmospheric pressure belowv the governor valve, whereby the throttle cheat piston ii immediately returns to its outer or inoperative position.

Further, such quick opening from light ow position causes the governor throttle to also snap wide open where it willl remain until the engine reaches governed speed at which point the governor throttle will close again, but without any assistance from the throttle cheat piston, for it must be noted that as long as carburetor throttle is inthe wide open position, pressures below the governor throttle are substantially 'atmospheric and therefore spring H2 holds piston iti in the inoperative position. l

In the operation of the governor, as the velocity ow against power vane 2t in part overcomes the spring tension, the valve rotates relatively slowly toward closed position. Slight valve movement brings vane 29 into play to create a resistance augmenting that of spring 53. However, the greater effective area and lever arm of power vane 2B is sumcient tc overcome the combined resistances. As a matter or fact, it has been found in actual tests, that for some reason dicult oi explanation, the vane E@ appears to lose its power of resistance after substantial movement, but the opposed portions remain evenly balanced due to the increasing4 resistance of spring 53. Spring l2 is idle during the major closing portion of the governor valve, but is so designed as to come into action just prior to the actual closing and at the point Where undesirable iuttering of the governor yvalve has hitherto occurred in prior constructions. At this point, there are combined velocity and pressurecondltions which suddenly tend to force the governor valve shut. These conditions are diagrammatically illustrated in Figure 5 wherein the several valve edges are beginning to throttle the conduit to cause the development of pressure differences on opposite sides of the valve, high, medium and low pressure areas beingY designated by the letters H, M and L respectively, it will be seen that the pressure differential cooperates with the velocity to force the valve in a clockwise direction. Spring 12 at this time supplements spring 53 and the two springs yieldingly stop further movement of the valve, the nal position of the latter of course depending upon the predetermined set given to block 51.

It will be noted that due to the special design of the governing valve with a plurality of through openings, the total cross-sectional areal of iiow in positions other than closed is not restricted to any material degree nor does it vary greatly during the greater part of range of oscillation between fully open and partially closed position. It follows that the governor valve offers no material restriction to fuel iiow and that the engine'can develop full power and speeds at all velocities below the maximum governed speed.

However, only a small angle of valve oscillation is required to cause rapid opening and closing of the valve near the governed speeds, which accordingly means that the valve is very sensitive, although not undesirably so. This is due to the fact that there are four passages in theA valve having four seats for a similar number of valve edges. Each vane has an edge designed to cooperate with the bridge member 2i and an edge designed to cooperate with a portion of bore it. Four-point closure of the governing valve is thus accomplished with the valve in its governing position. Having been adjusted for a maximiun vehicle speed of thry-ilve'miles per hour, the valve has been found to be sensitive to a degree that permits the development oi substantially full powerup to thirty-four miles per hour, and ii the carburetor throttle be held wide open, the governor will go from a fully open position to a position permitting of a speed equivalent to i5 M. P. H. in a range oi l M. P. H. it should be further noted that if a load (such as a hill) above working position, the governor blade will again be fully open at a speed of 34 M. P. H. or the speed at which it originally started to close.

The governing valve may be likened to an air foil since its slip-stream design causes it to ny a steady course in a :duid current. The power vane 23 acts as a lifting wing while the trailing vane 29 serves as'a stabilizing wing. The cornbined wings resist iiuttering, and undesirable oscillations in response to rapid iictuations in velocity, and thus permit the engine to develop driving torque uniformly in proportion to the movement of throttle it.

In Figure 2, in dotted lines a governor valve is shown in completely closed position. Ordinarily` the valve will never reach this position since the vehicle will seldom be held down to such a correspondingly low speed.` When employed as a.

governing valve, it is not essential that the valve fully close the bore i5 either centrally or adjacent the walls oi the latter. However, it is intended -that this type of valve be used as a substitute for the present more orv less ineffective types of throttle valves, as well as for a governor valve.-

be imposed on the engine with governor in the i at their inner edges and fully against the sides of bore I at their outer edges.

The chief advantages of this type of valve over existing valves for the use as main or governing throttles is as follows. A butterfly or similar type of valve causes the formation of blind traps when the throttle is in a partially' open condition with the resulting production oi' swirling eddy currents. 'Ihese eddy currents not only prevent a smoothr unbroken flow direct to the engine. but also prevent proper fluid mixtures by causing much of the vaporized and atomized fuel to come out of the mixture in the form of liquid droplets that are too large for eillcient combustion. It is also observed when employing transparent conduits in connection with carburetors and governors as have been employed -by applicants for experimental purposes. y

The valve of the present invention is not sub- Ject to the above-disadvantages since it does not provide flow traps and aiords a structure such as to form four distinct passages therethrough when in open position. Moreover, these several passages increase very rapidly in cross-sectional area' while the valve is rotated through only a very small angle so that flow restrictionsl and eddy currents `are substantially eliminated, even when the valve is in partially closed position. The resistance, of course, is even less when the valve-is open further.

The governing valve of the present invention prevents excessive racing of the engine when the latter is idle or being driven, as well as when it is under load. For example, the device is adjusted to prevent engine speed above 1800 R. P. M. under load. When the vengine is racinglggfslightly more than it does for maximum permissible speed under load. It should be noted that ii' a positive stop were used instead of the yielding stop of the present device, the engine would be run above safe or permissible speeds under. certain of the above mentioned conditions.

The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiment is therefore to be considered in`all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all` changes which come within the, meaning and range of equivalency-of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:-

l. In a throttling device for controlling fluid flow through a conduit, pivoted valve means within' said conduit directly responsive to andA arranged to be actuated toward closed position by the velocity of fluid flow through said conduit, means to urge said valve means toward closed position at a predetermined degree of vacuum in said conduit, and means for maintaining said urging means inoperative with respect to said valve means at all pressures above said predetermined vacuum.

closed position at a predetermined degree oi vacuum in said conduit, and means for positively engaging said urging means with said valvey means only when said urging means is urging said valve toward closed position; said valve means being otherwise independent of said urging means.

3. In a throttling device for controlling fluid flow through a conduit, a valve structure operable within said conduit, said valve structure comprising a set of spaced cooperating elements designed to form, as the valve is opened, a plurality of passages for iluid flow substantially straight through the valve structure in the direction of lthe axis of the conduit, and means arranged to contact with at least one of said elements to eect` closing of said valve at a predetermined vacuum in said conduit, said means comprising av plunger and a piston for actuating said plunger, one side of said piston being subject to atmospheric pressure, said valve v4. In a throttling device for controlling fluid flow through a conduit, a valve structure pivoted for oscillation within said conduit, said valve structure comprising a set of interconnected spaced flow controlling wings designed to provide upon relative slight oscillation from closed position, a relatively large effective iiow area across said conduit to permit a substantially straight and unrestricted ilow through said valve structure, a bridge element disposed within the conduit and with respect to which the spaced wings are designed to seat when said valve is closed, means to urge said valve toward closed position at a predetermined degree of vacuum in said conduit, and means for positively engaging said urging means with said valve only when said urging means is urging said valve toward closed position, said valve being otherwise independent of said urging means.

5. In combination with the intake conduit of an engine having a control valve of the butter'y type, a now-responsive valve disposed in said conduit for limiting the engine vspeed to a predetermined maximum comprising a power element and a stabilizing element, said flow responsive valve being located closely adjacent and so related to said control valve that the latter concentrates uid degree oi' vacuum in said conduit, and means for positively lengaging said urging means with said valve only when said urging means is urging said valve toward closed position, said valve being otherwise independent of said urging means.

6. In a throttling device for controlling iluid flow through a conduit, a flow responsive. valve comprising a power element leading into the fluid flow and a stabilizing element leading away from the fluid flow, means for supporting said elements for movement, means positioned between said elements whereby a four point closing of said flow responsive valve is accomplished, means to urge said valve toward closed position at a predetermined degree of vacuum in said conduit, and

means for positively engaging said urging means iwith said valve only when said urging means is urging said valve toward closed position, said .valve being otherwise independent o! said urging means. l

7. In a governing .device for limiting fluid ow through a conduit, a valve in said conduit arranged to control the effective ow area therein,

said valve being responsive to velocity of uid ow lil.

and arranged lto provide a four-point closure, means to mount said valve for oscillation, resilient means associated with said means in a manner to yieldingly resist movement of' said valve eected by velocity of fluid iow', said resilient means being positioned to proportionally increase in force as said valve approaches closed position, means to urge said valve toward closed position at a predetermined degree of vacuum in the conduit, and means for positively engaging said urging means with said valve means only when said urging means is urging said valve toward closed position,4

said valve means being otherwise independent of saidfurging means.

8. In a maximumspeed governing device, a con- A duit, a pivoted valve in said conduit for controlling the eiective ilow area therein and responsive to the velocity o! uid flow therethrough, and means to close said valve upon the establishment `of a predetermined vacuum in said conduit, said n Lamme. Roem D. Filemon 

